Railway car brake mechanism



` Allg l, 1939- w. F. KlEsEl., JR 2,168,294

l RAILWAY CAR BRAKE MECHNISII Filed June 18, 1936 4 Shee'tShSheet l BY A ToR/vvs.

f Aug. 1, 1939.

W. F. KIESEL, JR

RAILWAY CAR BRAKE MECHANISM W I TNESSES:

Filed June 18, 14936 4 Sheets-Sheet 2 Wm y I MLB@ Aug. 1A, 1939.

w. F. KlEsEL; JR 2,168,294

RAILWAY GAR BAKE MECHANISU FIG.

AF'iled June 18, 1936 4 Sheets-Sheen?, 4

[NVENTOR:

. william f'HmsQJ- Patented Aug.' 1, 19.39 2,168,294

UNITED STATES PATENT oF'FlcE William `I'". Kiesel, yJr., Hollidayshnrg, P a., as-

signor to The Pennsylvania Railroad Company, Philadelphia, Pa., a corporation of Pennsylvania l Application June 18, 1936, Serial No. 85,831 1 claims. (ci. 18s- 56) This invention relates to brake mechanism for' Fig. VI is afragmentary plan view correspondrailway cars; and it has reference more particuing to Fig. I showing an alternative-form of my larly to clasp brake mechanism useful in connecinvention; wherein the brake cylinder is mounted tion with car trucks .such as featured in my coon abolster of the car body. pending application, Serial No. 81,658, iiled on Fig. VII is a fragmentary view in side elevationv 5 May 25,1936. showing how the brake cylinder is'v supported by In the truck of the application referred to, the the car body bolster. v frame consists of two longitudinal side com- Fig. VIII is an end elevation of the organizaponents which have capacity for independent up tion shown in Figs. VI and VII with the truck and and down movement about a transverse connectthe bolster of vthe car body in dot-and-dash lngv pivot, the wheel axles of the truck being lines, and the brake mechanism in -full lines; and journaled within axle housings with upstanding Fig. IX is a diagram showing the action lof the projections sliding'lyv engaging guide boxes at brake mechanism. opposite ends of Vthe frame components, and the With more detailed reference to these .illustral5 truck frame being supported by springs resting tions, the numeral I designates the two longitul5 on the axle housings. Thus as the wheels vof the' dinal side components of the truck frame which truck pass overirregularities in the rails, pivotal are capable of relative up and down movement action .can take place between the frame compoabout a transverse central connecting pivot bolt nents, which function as independent equalizers- 2 centrally of said frame. The `axles 3 for the 2o at oppcsitesides of the truck incident to the up "wheels 4 are journaled in tubular housings or 2t) l and down movement ofthe journal housings. quills 5 with upstanding projections 6 slidingly In connection with brake mechanism suitable engaging guide boxes] at oppositeends of the for trucks `of the indicated character,-I aim to frame components, and with lateral seats 8 for compensate for the relative movement between upright helical springs 9 whereon the truck the frame components and theaxle housings in frame is supported. Horizontal tie rods I0 at 25 `such a way that the faces of thbrake shoes are opposite sides of the truck, each having a pivat all times maintained in accurate circumferen-y otal connection II` at one end with one of the tial alignment with the wheels. f axle housings, and a pivotal connection I2 at Another object of my invention' is to secure the the other -end with the pendant central yoke porabove advantage in a brake mechanism having tion I3 ofv one of thetruck frame components I, 30 its actuating parts all supported o n one of the serve to maintain the wheel axles 3 parallel and interpivoted frame components and operable by prevent binding of the'upstandingiguide projeca single cylinder.- I tions 6 on said axle housings in the guide boxes 'I Other objects and attendant advantages will of said frame components.v The bolster I5 of the appear in the following detailed description of truck extends crosswise over the pivot axis 2 35 the attached drawings, wherein Fig. I shows the connecting the two frame components I, with its plan view of the car truck of theepending .apends engaging within the vertical yoke openings plication, supra, embodying my improved brake I6 of said components, and is borne by helical mechanism which is pictured in full lines, and springs I1 resting on the -bottoms of said yoke 4o wherein the brake cylinder is mounted on the openings. 40

A truck. The brake mechanism with which. the present Fig. II shows the organization in side elevainvention is more especially concerned comprises tion, with the wheels at the near side -of the transverse beams I8 of which there are two diatruck removed, and with a portion of the truck metrically-opposing ones for each pair of the in longitudinal section. truck wheels 4, and to the ends of whichvare se- 45 Fig. III shows the elevation of one end of the cured the individual brake shoes I9. As shown4 truck and brake mechanism. in Figs. II, IV and V, the brake beams are sus- Flg. AIV' is a fragmentary detail view, partly in pcnded from the side components I of the truck side elevation and partly in longitudinal section, frame by hangers 20 which are fulcrumed in drawn to a larger scale; and clevis bearings 2I integrally formed on the outer 50 Fig. V is a View similar to Fig. IV, showing sides of the said frame components, and pivotally/` more or less exaggeratedly, the changed relation connected at their lower ends at 22 to the brake of the parts of the truck and the brake mechashoes, removable keeper. pins 23 being -relied upon nism, when one of the truck wheels passes over to retain said hangers 20 in said bearings. The

an obstruction on the track rail. main bars 24 of the brake beams I8 are reinforced, after more or less common practice, by angularly bent or bowed tension members or brace rods 25, and by struts 26 which extend between the center points of said rods and bars. Povitally connected at 21 to the struts 26 at the noses of the beams I8 and buttressed by stop lugs 28 on said struts, are downwardly andina wardly-bent spring lingers 29 whereof the free ends 30 rest upon a cross pin 3| extending between spaced pendant ears 32 centrally of the axle housings, see Figs. III-V. Thus, upon relative motion between the side. components I of the frame and axle housing 5, as one of the corresponding wheels vpasses over obstructions, such as at O-in Fig. V, on the track rail R, the two brake beams I8 will be compensatively swung' upward about their suspension pivots 22 through lifting of the spring lingers 29 by the pin 3I, and

the inner surfaces of the shoes substantiallyV `represented by the dash and dot line Iz, due to riding of the wheel 4 up the obstruction O on the rail. As a consequence of this swivelling, the end of the nearside `frame component I at the wheel 4 moves upward with said wheel stantially the same amount. Now since the near ends of the brake beams represented by the points 24 are suspended directly from the frame component I, they too will be lifted by a corresponding amount, while the distal ends 24:1: of said beams are left practically undisturbed. Moreover since, incidentally, the brake beams take an inclined position parallel with the wheel axle, and since the fingers 29 (Fig. II) rest onv the centers of the axles, it will be seen that the parallelism oi' the brake shoes with relation to the treads of the wheels 4, 4a will be substantially maintained, when one of the wheels passes over an obstruction on the rail. Substantial circumferential alignment of the brake shoe surfaces will be simlilarly maintained as relative movement takes the frame components I of the truck and serves to actuate a pair of transversely-arranged horizontal levers 35 and 36. As shown in Figs. I and II, the levers 35, 36 are oatingly supported on bar brackets 31 secured to the top of the frame component I at that side of the truck occupied by the cylinder 33, said levers being connected intermediate their ends by a longitudinally-extending link 38. Fulcrumed at 39 to lugs 40 at 'the top of the cylinder-supporting truck frame component I are supplemental levers 4I which extend substantially parallel to the levers 35 and 36 and which are coupled with the inner ends of by sub-v the latter by supplemental longitudinal links 42,

said levers 4I being also sustained by the bar A brackets 31. The inner ends of the supplemental levers 4I are loosely connected by means of shackles 43 to they tops of vertical levers 44, which are located at the ends of the truck and which extend down through slots 45 in the struts 26 of the outer brake beams I8 for pivotal connection at intermediate points 46 to said spacers. The lower ends of the levers 44 are in turn coupled, by means of horizontal links 41 underreachingthe axle housings or quills 5, to the bottom ends of Avertical levers 48 at the inner sides of the wheel axles 3. The vertical levers 48 just referred to extend upward through slots 48 in the struts-26 of the inner pair of brake beams whereto they are medially fulcrumed at 58, and the top ends of said levers 48 are pivotally connected to horizontal links 5I i'ulcrumed at 52 to clevised bracket arms 53 centrally of the axle housings or quills 5. As shown, the lever 35 is pivotally connected at 54 to the piston rod 55 oi the cylinder 33. and the lever 36 pivotally connected at 56 to a slack-adjusting means 51 which may be of any approved standard type. i f

For the purposes of manual operation of the brakes, there is provided a lever which is fulcrumed at 6I to the motor bracket 34, and which is sustained-by another bar support 62 on the motor carrying-component I of the track. At an intermediate point, the lever 60 is coupled, by a chain 63, with the, pivot connection 54 of the lever 35 and the piston rod 55 of the cylinder 33. By means of another chain. 64, the lever 6l is coordinated with the shaft of the usual brake han'd wheel or lever (not shown) on the car l components and the axle housings 3 after the manner hereinbefore explained.

In the alternative embodiment of my invention shown in Figs. VI.VI1I, the brake cylinder 33a is suspended from a bracket 34a on a. transverse `beam or bolster of the car body; while the chain 64a for the manual operation of the brakes is directly connectedA to the pivot pin 54a at the juncture of the lever 35a and the piston rod 55a of said cylinder. In all respects, the brake mechanism of Figs. VI-VIII is exactly like that of Figs. I-V, and, accordingly, in ordeto'preclude thenecessity for repetitive description, all corresponding parts in the modiiication have been identiedlby the same reference numbers previously employed with the addition, however, of the letter a in each instance as a distinguishing character.

From the foregoing it will be apparent that I have provided a brake system for the specific type of truck illustrated, which adapts itself to the variousrequirements of trainl operation with assurance of efllcient brake application and absence of .brake shoe dragging when the brakes are released, and which is unique in that the brake operating means is wholly carried by one of the pivoted truck frame components.

Having thus described my invention, I claim:

1. In combination, a railway car truck having a frame with longitudinal side components connected centrally by a transverse pivot, and the wheel axle journals conned to up and down 75" movement in guides at opposite ends of the frame components; and brake mechanism comprising brake shoes on the beams for the 'individual wheels, and means connecting the beams with the axle journals operative during relative pivotal movement between the side components of the frame and relative up and down movement between the axles and the frame to affect the .brake beams for maintenance of the shoes subn stantially in circumferential alignment with the wheels. I

2. The combination deined in claim 1, including equalizing linkage means oatingly supported by one of the frame components for actuating thev brake beams.

3. The combination deilned in claim 1, including brake actuating means comprising a fluid. pressure cylinder mounted on one of the frameI components, and equalizing linkage 'iloatingly supported by the same frame component whereby the movements of the cylinder piston are communicated to the brake beams.

4. In combination, a railway car truck having a frame withlongitudinal side components connected centrally by a transverse pivot, and wheel axle journals conned to up and down movement in guides at the opposite ends of the frame components; and brake mechanism comprising brake shoes for the individual wheels, transvverse beams connecting corresponding pairs of the shoes; hangers whereby the beams are pivotally suspended at opposite ends from the respective side components of the frame,- and means connecting the brake beams with the wheel axle" journals, so that incident to relative pivotal, movement between the frame components and relative to up and down movement between the wheel axle journals and the truck frame, the brake shoes are maintained substantially in cir; cumfe'rential alignment with the wheels.

5. In combination, a railway car truck having a frame with longitudinal side components connected centrally by a transverse pivot, and journal quills for the wheel axles conned to up and down movement in guides at opposite ends of the frame components; and brake mechanism comprising brake shoes for the individual wheels, transverse beamsconnectingA corresponding pairs of the shoes, hangers whereby the beams are pivotally lsuspended at opposite ends from the respective side components of the frame, and means connecting the beams with the journal quills so that, incident` to relative pivotal movement between the two iranie'components and relative to up and down movement between the "quills and the truck frame, the brake shoes are maintained substantially in circumferential alignment with the wheels.

6. The combination defined in` claim 4, including means for actuating the brakes comprising a fluid pressure cylinder mounted on one of the frame components, and equalizing linkage floatingly supported by the same frame component whereby the movements of the cylinder piston are communicated to the brake beams,l

7. The combination dened in claim 5, includ ing means for actuating the brakes comprising a iluid pressure cylinder mounted on one of the frame components, and equalizing linkage floatingly supported by the same frame component whereby the movements of .the cylinder piston are communicated tothe brake beams.

WILLIAM F. KIESEL, Jn. 

